Rotary internal combustion engine



Oct. 24, J. SERPAs ROTARY INTERNAL COMBUSTION ENGINE 8 Sheets-Sheet ,1

Filed July 2, 1937 Filed July 2, 1937 8Sheets-Sheet 2 OCt. 24, 1939. EJ, S R S 2,177,045

ROTARY INTERNAL COMBUSTION ENGINE Filed July 2, 1937 8 Sheets-Sheet 3Oct. 24, 1939.

ROTARY E. J. SERPAS INTERNAL COMBUSTION ENGINE Filed July 2, 1957 8Sheets-Sheet 4 E. J. SERPAS ROTARY INTERNAL COMBUSTION ENGINE Filed July2, 1937 8 Sheets-Sheet 5 INVEN OR.

Oct. 24, 1939. ELJ. SERPAS 2,177,045

ROTARY INTERNAL COMBUSTION ENGINE Filed July 2, 1937 8 Sheets-Sheet 6 INVEN TOR.

' Get. 24, 1939.

E. J. SERPAS ROTARY INTER I QAL COMBUSTION ENGINE a Sheets-Sheet 7 FiledJuly 2, 1937 INVENTGR.

Iv 0 I a Sheets-SheetB E. J. SERPAS ROTARY INTERNAL COMBUSTION ENGINEFiled July 2, 1937 Patented Oct. 24, 1939 UNITED STATES ROTARY INTERNALCOMBUSTION ENGINE Ernest J. Serpas, New Orleans, La assignor oftwo-fifths to J. S. Waterman, New Orleans,

Application July 2, 1937, Serial No. 151,568

8 Claims.

' My invention relates to improvements in rotary internal combustionengines particularly of the two cycle type and wherein an annular pistonchamber, divided into equally spaced segments, is

rotatably mounted on a stationary crank shaft and provided to carrypistons in v an annular course.

An important object is that the invention relates to and is amodification of my pending ap-- plication, Serial No. 111,091 filedNovember 16,

Further objects of my invention are, first, to provide a simplecombination of connecting rods and toggle joint links for connecting thepistons to the crank shaft and to the annular casin whereby to producethe torque and the necessary piston action in order that charging anddischarging of the firing chambers occur in pairs simultaneously andmade to fire likewise at every half turn of the engine; second, theelimination of the intake and exhaust valves and consequent- 13/ a greatnumber of parts; third, a novel means for supplying fresh charges offuel mixture to the firing chambers through the action of centrifugalforce; fourth, the location of the intake and exhaust ports in the wallsof the firing chambers, sothat they be most eficient in charging anddischarging of the firing chambers; fifth, a novel mufiler means whichacts to muiiie and evacuate the exhaust gases from the firing chambers;sixth,

simplified means for lubricating the wearing parts; and seventh, theaccessibility of all parts.

I attain these objects and other features by mechanism illustrated inthe accompanying drawings in which Fig. 1 is a vertical section showingthe engine as it appears after removing one of the castings; Fig. 2 is alongitudinal sectional view taken on line 2--2 of Fig. 1, showing ingeneral the entire structure of the engine;

40, Fig. 3 is a vertical sectional viewof the engine as it appears afterremoving one of the castings and after revolving the rotor one half turnfrom the position shown in Fig. 1; Figs. 4 and 5, 6 and '7, 8 and 9, l0and 11, are a series of views, on a 1 reduced scale, showing theconnecting rods and toggle joint links in four different positions asthey revolve on the crank pins, and viewing the parts from the oppositeend of the shaft to that shown in Fig. 1; Fig. 4 is a view of theconnect- 5 ing rods and toggle joint links shown in a positioncorresponding to that of the parts shown in Fig. 1; and Fig. 5 is anelevation taken on line 5-5 of Fig. 4, as it appears when looking in thedirection of the arrows; Fig. 6 is a view 55 of the connecting rods andtoggle joint links in a position corresponding to that of the engineafter being revolved one quarter of a turn from the initial positionshown in Fig. 1; and Fig. 7

is an elevation taken on line 'l--'l of Fig. 6, viewing the parts in thedirection of the arrows; Fig. 8 I is an elevation of the connecting rodsand toggle joint links as they appear in a position corresponding tothat of the parts, after revolving the entire casing or the engine onehalf turn from the initial position as shown in Fig. l; and 10 Fig. 9 isan elevation taken on line 9-9 of Fig. 8, looking in the direction ofthe arrows; Fig. 10 is an elevation of the connecting rods and togglejoint links in a position corresponding to that of the parts of theengine after being revolved three quarters of a turn from the initialposition shown in Fig. l; and Fig. 11 is an elevation taken on linell--ll of Fig. 10. The following detailed views are also taken on areduced scale. Fig. 12

is a detailed perspective view of one of the piston 0 carrying arms;Fig. 13 is a detailed perspective view of the other one of the pistoncarrying arms engaged on the side of engine where the fuel mixture isadmitted to the crank case, and the openings therein about the hub boreare to permit 25 the entrance of the fuel mixture to the crank case;Fig. 14 is a detailed elevation of the crank shaft; Fig. 15 is adetailed perspective of one'of the toggle joint links; Fig. 16 is adetailed perspective of the wrist pin shaft; Fig. 1'7 is a de- 30 tailedperspective of one of the sleeve spaces used on the wrist pin shaft;Fig. 18 is a detailed elevation of one of the rollers engaged at eachend of the wrist pin shaft; Fig. 19 is a detailed elevation taken online l9-i9 of Fig. 18; and Fig. 20 is a detailed perspective view of oneof the connecting rods; Fig. 21 is a detailed elevation of one of thecastings which forms the annular casing; Fig. 22

'is a detailed sectional view taken on line 2222 of Fig 21; and Fig. 23is a detailed elevation showing an opposite end view of the casting fromthat shown in Fig. 21, and is taken on line 23-23 of Fig. 22; Fig. 24 isa detailed elevation of the other casting which forms the annularcasing; and Fig. 25 is a detailed sectional view of Fig. 24, taken online 25-25; Fig. 26 is a detailed elevation of the engine support; Fig.27 is a detailed sectional view taken on line 2'l--21 of Fig. 26; Fig.28 is a detailed elevation of the mufiler; and Fig. 29 is a detailedsectional view taken on line 29-49 of Fig. 28; Fig. 30 is an end view ofthe entire engine assembly.

Similar numbers refer to similar parts through the several views.

See Fig. 2, No. 1 indicates in general a stationary crank shaft providedwith opposed crank pins 2 and 3 engaged in the bearings 4 and 5 of theconnecting rods 6 and 1 respectively. The rods extend in oppositedirections and their wrist pin bearing parts 8 and 9 lie in the samediametfree end of toggle joint link I2 extends in the,

direction of rotation and is provided with bearing I8 engaging pin I9 inthe manner as shown in Fig, 1, where the arm 2| is partly cut away toshow the connection. The pin I9 is tightly pressed into the opening 20formed at a suitable radius in the piston carrying arm 2|, which isshown in detail in Fig. 12, and is rotatably mounted on crank shaftportion 22 engaged in its hub bearing portion 23- in the mannerillustrated in Fig. 2. The free-end of toggle joint link I3 extends fromthe wrist pin shaft ID in the opposite direction to that of'rotation andis provided with bearing 24 engaging pin 25 tightly pressed into opening26, shown in Fig. 13, formed in the piston carrying arm 21 at an equalradius to that of opening 20 in piston carrying arm 2 I. The pistoncarrying arm 2'! is rotatably mounted on the crank shaft portion 28engaged in its bearing part 29 as shown in Fig. 2 and so arranged as tohave a degree of independent motion in respect to the piston carryingarm 2| and to rotate thereon said shaft.

See Fig. 2, the wrist pin II carries the toggle joint links 30 and 3|which are rotatably mounted thereon attheir bearing portions 32 and 33respectively and suitably spaced at both sides of the connecting rod 1by the spacers 34 and 35. The free end of toggle joint link 30diagrammatically outlined in Figs. 1 and 3 extends from the wrist pin IIin the direction of rotation and is provided with the bearing 36 in themanner as shown in Figs. 4 and 6, engaged on the pin 3! tightly pressedinto the opening 38 formed in the piston carrying arm 2| diametricallyopposite and at an equal radius to that of the opening 20 as shown inFig. 1 where the arm is partly cut away. The free end of toggle jointlink 3| extends in the opposite direction to that of. rotation and isprovided with bearing 39 engaged on pin 40 tightly pressed in theopening 4| shown in Fig. 13, formed in the piston carrying arm 21diametrically opposite and at equal radius to that of the opening 26.

The piston carrying arm 2| is provided with the pistonsi-42 and 44,while the piston carrying arm 21 is,.pr0vided with the pistons 43 and45. The pistons are carried diametrically opposite each other andcoupled to the arms 2| and 21 by the piston pins 46 engaged in theopening 47 formed in the pistons and the openings 48 formed in the endsof the arms. The arms 2| and 21, disposed'on the crank shaft and atopposite sides of the crank pins 2 and 3, are offset at 49 in order thatthe pistons all lie in a single plane.

Circular casing 50 is formed by the castings 5| and 52 secured togethersealed tight at two annular points of contacts 53 and 54 by two circularrows of bolts 55 and 56. engaged in bolt openings 51 and 58respectively. The cylindrical annular space enclosed by the casing 50constitutes the piston chamber 59.

The discal space 60 formed between the discal fuel mixture and thepiston carrying arms 2| and a 21, which extends across the crank case60, into the piston chamber 59 and are of sufficient length to permit avarying motion of the arms 2| and 21 relative to the castings 5| and 52.

The pistons 42, 43, 44 and 45, disposed in the piston chamber 59, spanthe intake ports 63, h

64, and 66 in such order that their rear end part cover and uncover therear end of the ports so that communication of the crank case 60 to thefiring chambers 61, 69, 69 and I0 is established at their forward end,or their ends in the direction of rotation.

The exhaust ports -II, I2, 13 and 14 formed between the castings 5| and52 and cutting through their annular point of contact 54 connected tothe piston chamber 59 at its outer periphery and are so located as to becovered and uncovered by the forward ends of the pistons in order torelease the exhaust gases from the rear end and at the greatest radiusof the firing chambers.

In order to seal the firing chambers 61, 68, 69 and 70, sealing rings I5are provided at each end of the pistons 42, 43, 44 and 45.

Spark plug ports I6, II, I8 and I9 are provided equally spaced in thecasing 50 and formed in the casting 52 communicating with the firingchambers 67, 69, 69 and I0 respectively receiving the spark plugs 80,8|, 82 and 83 respectively which are consequently carried by the casing50 and provided for limiting the fuel mixture.

The casting 5| is rotatably mounted on the hub portion 84 of the pistoncarrying arm 2| received in the bore 85 formed in the hub part 85 of thecasting 5| which extends and receives drive shaft Bl fixed therein bythe key 88, engaging the key seat 89 and lock pin 90 engaged in theopening 90; on hub part 9| of the piston carrying arm 21 received in thebore 92 formed in the hub 93 of the casting and are both arranged inthis order to permit rotation of same.

Radial grooves 94 and 95 formed in the discal wall portion 6| of thecasting 5| extend radially and both lie in the same diametrical planeand parallel to radial grooves 96 and9I formed in the discal wallportion 62 of casting 52 serve as a cross head guide for the connectingrods 6 and I and for applying the power delivered from the pistons torevolve the casing 50 and consequently the drive shaft through slidingconnection of the wrist pin I 0 having its end portion 90 provided withroller 99 engaging the radial groove 94 and its end portion I00 providedwith roller IOI engaged in the radial groove 95, and through slidingconnection of the wrist pin |I provided at its end portion I02 with theroller I03 engaged in the radial groove 95 and its end I04 provided withroller I05 engaged in the radial groove 91.

In order to convey the fuel mixture to the engine a tubular shapedextension I06 is formed at one side of the casting 52 and concentricallywhile the casting 52 is rotatably mounted bored at I01 to receivestationary intake manifold I08 formed on the engine support I09 whichfreely enters therein and is provided with ring H0 to seal the rotaryconnection at this point. The intake manifold I08 forms an L shapedchamber III connected to the carburetter H2 which is secured to themanifold at its fiange portion H3 by the bolts H4.

The crank shaft end portion 28 extends through the L shaped intakemanifold I00 and engages anchor bearing H5 formed in the engine supportI09 and keyed there in a fixed position by key H6 engaged in the keyseat H1 formed in the end portion 28 of crank shaft I and the key seatH8 formed in the anchor bearing H5. The clamp bolt H9 provided in theopening I20, is provided for locking the crank shaft i to prevent anylateral motion of same therein and to facilitate a lateral adjustment ofthe engine in respect to the engine support I09.

The openings I2I in the discal wall portion 62 of the casting 52 and inthe tubular shaped extension I06 around the hub 93, and the openings I22in the piston carrying arm 21 are provided to connect the L chamber IIIto the crank case 60 for conducting the fuel mixture therein.

The ignition points I23 and I24 are provided to interrupt the ignitionprimary circuit and are operated by the ignition shaft I25 engaged inthe opening I26 formed in the engine support I09 provided with eccentrichead portion I21 which is urged by spring I28 disposed thereon the shaftbetween the support I09 and the sleeve I28 towards and against the rimportion I29 of the tubular shaped extension I06 carrying the ignitionearns I30 and I3I diametrically opposite each other which are adapted toactuate the ignition shaft I25 against the tension of the spring Sparkadvance lever I32 is rotatably mounted in the engine support I09 at I33receiving the end I34 of the ignition shaft I25 which abuts the contactpoint at I34 and is provided with the leaf spring I35, secured theretothe arm by screw I30, and is also engaged in opening I31 formed in theend I34 of the ignition shaft I25 for locking the arm thereto andlimiting the return travel of the shaft I25 urged by spring I28 andfacilltates rotation of the shaft I25 consequently the eccentric headI21 and thereby controlling the advancing and retarding of the ignition.

In order to distribute the electric current to the spark plugs 60, SI,82 and 83 the electrodes I38, I39, I40 and MI are provided all in acircular row and at a ninety degree angle apart and supported by rubberinsulators I42 carried by the metal supports I43. The electrode I38 supported and fixed to the carburetter I I2 and electrode I40 fixed to theengine support I09 at M4 transmits an electric current to the plugs 80,and 82 to fire the fuel mixture into the firing chambers 61 and 69; andthe electrodes I39 and MI, supported by the arms I45 and secured theretoby the screw bolts I46, are to supply an electric current to the plugs8i and 83 to ignite the fuel mixture in the chambers 68 and 10simultaneously.

In order to lubricatethe engine an oil reservoir I41 secured to bracketI40, an integral part of the engine support I09, by bolt I49 is providedwith outlet pipe connections I50 and I5I connecting the interior of theoil reservoir with the central oil conduit I52 in the crank shaft 1through opening I53 in the anchor bearing H5 registering with openingI54 drilled across the crank shaft, The amount of lubrication permittedto pass the engine is controlled by the screw valve I55. Central conduitI52 extends longitudinally in the crank shaft I and connects with theoil pump barrel I56 engaged by the oil pump plunger I51 provided withspring I58 engaged thereon and seated in the recess I59 in the end 22 ofcrank shaft I and expanding against the shoulder portion I60 of theplunger I51 urging the plunger against the end 'of the drive shaft 01.it

Cam I6I in the end of the drive shaft 81 is provided for actuatingplunger I51 in order to pulsate the oil. The groove I62 is provided atone side of the oil pump plunger I51 to permit passage of oil into therecess I59 to lubricate bearing 23 through the oil opening I63 and theoil openings I64, in the crank pins 2 and 3, provide lubrication for theconnecting rod bearings 4 and 5 and the opening I65 provides lubricationfor the bearing 29 in the piston carrying arm 21.

Muiller I66 secured to the flange portions I61 of the castings 5i and 52bolted thereto by the circular row of bolts 56 engaging the boltopenings I08 formed in the muffler, the vacuum chamber I69 formed by themuffler at the periphery of the castings 5i and 52 which is directlyconnected to the four exhaust ports 1i, 12, 13 and 14, the impellers I10formed in the vacuum chamber I69 extending from the periphery of theflanges I61 curved in the opposite direction to that of rotation andterminating in the rear ends of the exhaust openings I1I formed in theoutmost periphery of the muflier, are for the purpose of evacuating andmufiling the exhaust.

In order to cool the engine the fins I12 are formed in the castings 5|and 52.

It is obvious that when the casing 50 is given an impulse and rotated inthe direction indicated by the arrow from the position shown in Fig. 1,that through the action of wrist pin shafts l9 and II engaged in theradial grooves 94 and 96, 95 and 91 respectively and connected to thepiston carrying arms 2| and 21 and consequcntly to the pistons 42 and43, 44 and 45 through connection of the toggle joint links I2 and i3, 30and 3i respectively, and connected to the crank pins 2 and 3 by the rods6 and 1 causes the entire central mechanism to revolve alon with thecasing.

Naturally the revolving of the rods 6 and 1 on the crank pins 2 and 3respectively causes them to exert to pull the wrist pin shafts I0 and IIradially in towards the center of the engine thus acting on the togglejoint links I2 and 30, coupled opposite each other to the pistoncarrying arm 2 I, causing them to expand in the direction of rotationimposing a positive acceleration to the speed of the piston carrying arm2| and consequently the pistons 42 and 44, while the links I3 and Illextend in the opposite direction to that of rotation and coupleddiametrically opposite each other to the piston carrying arm 21 imposesa negative acceleration to the arm and consequently the pistons 43 and45 thus causing expansion of the spaces constituting the firing chambers61 and 09 while at the same time causing contraction of the spacesconstituting the firing chambers 60 and 10 throughout the first halfrevolution.

As the engine revolves passing out of the first half turn and into thesecond half turn of the circle an alternation of the magnitude of theacceleration of the piston carrying arms 2i and 21 and consequently thepistons occur due to the reverse action of the crank pins 2 and 3exerting a pushing force outwardly on the wrist pin shafts I6 and I Ithrough the rods 6 and I thus reversing the action of the links I2 and30, I3 and El causing them to retract and therefore impose a nega tiveacceleration to the piston carrying arm 2! and pistons 42 and 44 and apositive acceleration to the piston carrying arm 21 and consequently thepistons 43 and 45, thus causing the spaces constituting the firingchambers 68 and to expand while causing the spaces constituting thefiring chambers 67 and 69 to contract throughout the last half of thecircle.

It is obvious that the centrifugal force caused by rotating the enginetends to evacuate the medium from the mufiier chamber I69, the firingchambers 61, 68, 69 and I6, and the crank case 60, through the ports illin the outer periphery of the muffler, the exhaust ports 7i, I2, 33 andIt, and the intake ports 63, 64, 65 and 66, as the pistons uncover andestablish registration of the ports in regular order, causing the fuelmixture to fiow from the carburettor through the L chamber III throughthe openings IZI and I22 and into the crank case 60.

Assuming that the engine is now revolving and nearing the end of thesecond half turn of the circle, or a little in advance to the positionas that shown in Fig. 1, where the rear end of piston 43 uncovers theintake port 64 connecting the forward end of the firing chamber 66 tothe crank case 60, and the forward end part of piston 62 uncovers theexhaust port I2 connecting the rear end of the firing chamber 68 to themuffler chamber I69, thus the centrifugal action tending to evacuate themuiiier chamber I69 through the muffler ports I'II causes the fuelmixture to flow through the intake port 64 into the firing chamber 68sweeping the medium ahead of it through the exhaust port I2 into themuffler chamber I69 and out through the muflier ports I I I.

Obviously the firing chamber 10 diametrically opposite the chamber 661ssubjected simultaneously to the same cycle as that of the chamber 66.The action of the piston 46 uncovering the intake ports 66 connectingthe forward end of the firing chamber Hi to the crank case 66 and theforward end of the piston 44 uncovering the exhaust port I l connectingthe rear end of the firing chamber ID to the muffler chamber I69 causesthe fuel mixture to flow into the firing chamber 10 sweeping the mediumahead of it out through the axhaust port 14 into the mufiler chamber I69and out through the muflier ports III. This action continues as theengine revolves out of and a little beyond the second half of the circleat which time the pistons 42 and 63, 44 and 45, covers out theregistration of the ports 66 and I2, 66 and I4.

The fuel mixture in the firing chambers 68 and i0 is now beingcompressed as the engine revolves again in the first half turn of thecircle due to the action of the central mechanism as previouslyexplained, imposing a positive accel eration on the piston carrying arm2i and the pistons 42 and 44 and a negative acceleration on thepistoncar'rying arm 21 and the pistons 43 and 45 relative to the speedof the casing 56 causing thespaces constituting the explosion chambers68 and 10 and the fuel mixture contained therein to contract andreaching the highest magnitude of compression just as the engine passesout of the first half and into the second half of the circle, or in theposition as that shown in Fig. 3. The spark plug III at this pointregisters contact with the electrode HI and the spark plug 63 registerscontact with the electrode I39, shown in Fig. 30, and the ignition camI36 at this point engaging the eccentric head I27 actuating the ignitionshaft I25 causing its end portion I34 to abut the contact point I23 atI34 breaking the electric contact at I24 causing electrical oscillationof an ignition coil and inducing an electric current to flowsimultaneously to the electrode I39 the spark plug 83 and the electrodeMI to the spark plug 8l thus igniting the fuel mixture in the firingchambers 68 and 70 simultaneously.

Obviously the explosion in the chambers 68 and i6 expending between thepistons 42 and 43, M and 45 tends to revolve the engine'throughconnection of the piston carrying arms 2| and 21 to the crank pins 2 and3 by action of the toggle joints and the wrist pin shaft connection tothe casing.

A little in advance to the position as shown in Fig. 3, or the positionreached by the engine as it revolved to the end of the first half circlewhere the ignition action occurred, the rear ends of the pistons 42 and44 uncovered registration of the intake ports 63 and 65 connecting thecrank case 60 to the forward end of the firing chambers 61 and 69, andthe forward ends of the pistons 63 and 45 uncover registration of theports II and I3 connecting the rear ends of the firing chambers 61 and69 to the muffler chamber I69. The action of centrifugal force tendingto evacuate the chamber I69 through com munication of muffler ports IIIto the atmosphere causes the fuel mixture in the crank case 60 to flowthrough theintake ports 63 and 66 and into the firing chambers 67 and 69simultaneously and sweeping the medium ahead of it through the exhaustports II and I3 into the chamber I69 and out the muifier ports I1I,'asthe engine revolves out of and a little beyond the first half turn ofthe circle.

At this position we may assume that the engine is running on its ownpower from the impulses of the explosions in the firing chambers 8| andI6.

As the .engine revolves in the second half turn of the circle, theintake ports 63 and 65 and the exhaust ports II and 13 are covered outof registration with the crank case 60 and the mufller chamber I69. Thefuel mixturein the chambers 61 and 69 is then being compressedsimultaneously, due to the facts which have been previously understood,the central mechanism imposes in this cycle, a negative acceleration tothe piston carrying arm 2i and the pistons 42 and 44 and a positiveacceleration to the piston carrying arm 21 and the pistons 43 and 45causing the spaces constituting the explosion chambers 6i and 69 and thefuel mixture therein to.

contract thus compressing the fuel mixture throughout the second halfand to the beginning of the first half turn of the circle; atthis pointthe fuel mixture in the chambers reaches its highest magnitude ofcompression and is ignited by the spark plug in the chamber 61registering contact with the electrode I38 and the spark plug 82 in thechamber 69 registering contact with the electrode I40 which are suppliedsimultaneously with an electric current induced by an ignition coilsubjected at this point to a current interruption caused by theengagement of the ignition cam I3I acting on the eccentric head I 21 ofthe ignition shaft I25 causing the shaft to move laterally and its endportion I34 to abut the contact point I23 at I34 thus breaking theprimary circuit at I24, it is obvious that the engine is given twodouble impulses per complete turn and as the cycles repeat themselvesthe engine continuesto revolve.

While I have shown my invention as embodied in a rotary internalcombusion motor it is obvious that in some of itsaspects it might'beapplicable to engines other than the internal combustion type.

It is of course understood that various changes and modifications may bemade in details of construction and designs of the above specificallydescribed embodiment of the invention without departing from the spiritthereof. Such changes and modifications are restricted only by the scopeof the following claims,

What I claim is:

1. A rotary internal combustion engine comprising a base, a crankshaftfixed relative to said base, a casing rotatably mounted on saidcrankshaft, said casing including an inner chamber enclosing saidcrankshaft, an annular chamber carried by said casing about said innerchamber, a plurality of pistons in said annular chamberoperatively'engaged to said casing and said crankshaft, said annularchamber forming firing chambers between said pistons, said annularchamber having intake ports connecting the forward and innermost part ofeach of said firing chambers to said inner chamber, said annular chamberfurther having exhaust ports connecting the rear and outermost part ofeach of said firing chambers to the atmosphere, and means to supply fuelmixture to said inner chamber.

2. A rotary internal combustion engine comprising a base, a crankshaftfixed relative to said base, a casing rotatably mounted on saidcrankshaft, said casing including an inner chamber enclosing saidcrankshaft, means associated with said inner chamber for supplying fuelmixture thereto, an annular chamber carried by said casing about saidinner chamber, a plurality of pistons in said annular chamberoperatively engaged to said casing and said crankshaft, said annularchamber forming firing chambers between said pistons, said firingchambers having intake ports connecting the forward and innermost partof each of said firing chambers to said inner chamber, said firingchambers further having exhaust ports leading from the rear andoutermost part of each of said firing chambers to the outer periphery ofsaid casing, an exhaust manifold secured to and engaged about saidcasing and communicating at its inner side with said exhaust ports, saidexhaust manifold having a plurality of exhaust ports provided with onewall thereof inclined inwardly in the direction of rotation.

3. A rotary internal combustion engine comprising a base, a crankshaftfixed relative to said base, a casing rotatably mounted on saidcrankshaft, said casing including an inner chamber enclosing saidcrankshaft, said inner chamber having a pair of diametrically disposedinlet openings in one side thereof, a stationary intake manifold aboutsaidfcrankshaft opening in the direction of and associated with saidinlet openings, an annular chamber carried by said casing about saidinner chamber, a plurality of pistons in said annular chamberoperatively engaged; to said casing and said crankshaft and dividing theannular chamber into firing chambers between said pistons, said annularchambers having intake portsconnecting the forward and innermost part ofeach of said firing chambers to said inner chamber and further havingexhaust ports leading from the rear and outermost part of each of saidfiring chambers to the outer periphery of said casing, an exhaustmanifold secured to and engaged about said casing and communicating atits inner side with said exhaust ports, said exhaust manifold having aplurality of exhaust ports provided with one wall thereof inclinedinwardly in the direction of rotation.

4. In a rotary internal combustion engine having a base, a crankshaftfixed to the base, a casing rotatablymounted on the crankshaft andproviding an annular firing chamber and an inner chamber about thecrankshaft, a plurality of pairs of pistons in the firing chamber, andtransmission means for rotating the casing when firing occurs betweenadjacent pistons; hollow annular exhaust means secured at the peripheryof said casing, said casing having exhaust ports opening from the firingchamber into the exhaust means, said exhaust means having an annularspace to receive the exhaust from said firing chamber and havingperipheral ports to the atmosphere displaced circumferentially from saidexhaust ports, and impellers in the annular space of said exhaust meanslocated just behind the peripheral ports relative to the direction ofrotation, said impellers being inclined inwardly in the direction ofrotation whereby rotation of the casing and exhaust means lowers thepressure in said annular space.

5. In a rotary internal combustion engine having a base, a crankshaftfixed to the base, a casing rotatably mounted on the crankshaft andproviding an annular chamber and an inner chamber about the crankshaft,and a plurality of pairs of coupled pistons in the annular chamberproviding a plurality of firing chambers between adjacent pistons; mcansfor supplying a fuel mixture to said inner chamber. said annular chamberhaving spaced ports in its inner wall located to open into the adjacentfiring chambers only in certain piston positions. said annular chambersfurther having spaced ports in its outer wall located to open into theadjacent firing chambers only in certain piston positions, means forreducing pressure at the ports in said outer wall when the casingrotates, and means for coordinating the pistons to open and close theports for each firing chamber together whereby the reduced pressure atthe port in the outer wall of the chamber draws fuel mixture from theinner chamber of the casing through the port in the inner wall of thechamber.

6. In a rotary internal combustion engine as recited in claim 5, saidports in the inner and outer walls of said chamber being locatedrespectively at the front and rear ends of the firing chambers relativeto the direction of rotation of the casing, whereby the rotation of thecasing assists in exhausting the firing chambers and in recharging themwith fuel mixture.

7. In a rotary internal combustion engine as recited in claim 5, saidports in the inner and outer walls of said chamber being locatedrespectivcly at the front and rear ends of the firing chambers relativeto the direction of rotation of the casing, and said ports beinginclined outwardly and backwardly relative to the direction of rotationof the casing, whereby the inertia of the gases in the firing chamberassists in exhausting themselves and the inertia of the incoming fuelmixture causes it to sweep the firing chamber and fill the same.

8. In a rotary internal combustion engine having a base, a crankshaftfixed to the base, a casing rotatably mounted on the crankshaft andproviding an annular chamber and an inner chamber about the crankshaft,and a plurality of pairs of coupled pistons in the annular chamberproviding a plurality of firing chambers between adjacent pistons; meansfor supplying a fuel mixture to said inner chamber, said annular chamberhaving spaced ports in its inner wall located to open into the adjacentfiring chambers only in certain piston positions, said annular chambersfurther having spaced ports in its outer wall located to open into theadjacent firing chambers only in certain piston positions, an annularexhaust manifold secured at the periphery of said annular chamber, saidmanifold enclosing the said ports in the outer wall of the chamber, saidmanifold having in its outer wall exhaust ports open to the atmosphereand located between the said ports inthe outer wall of the chamber,means in the manifold for directing exhaust gas therein out of saidexhaust ports, and means for coordinating the pistons to open and closethe ports for each firing chamber together.

ERNEST J. SERPAS.

